Electric signal system.



E. A. & H. V. REYNOLDS.

ELECTRIC SIGNAL SYSTEM.

APPLICATION FILED MAY 3. l9l5- Patented Jan. 11, 1916.

5 SHEETS-SHEET 1- &

Q 14. figwzalds and Q Inventors Witness?-\ Attorneys by -J'k/ E. A. & H. V. REYNOLDS. ELECTRIC SIGNAL SYSTEM. APPLICATION FILED MAY 3. 1915.

Patented Jan; 11, 1916.

5 SHEETS-SHEET 2- [LA fifynolds and/ Inventors Attorneys 17. H Re y/201d? Witnesses mLUMBI-A M00118?" C(L. VIAiHlNOmN-D- C. v

E. A. & H. v. REYNOLDS.

ELECTRIC SIGNAL SYSTEM.

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31.4. Key/20% and 6? K'Fqyzm/ds Inventors Witnesses COLUMBIA PLANOOWN CO-IVIASNINOTON. D. C.

E. A. 64 H. V. REYNOLDS.

ELECTRIC SIGNAL SYSTEM.

APPLICATION FILED MAY 3. I915. v

Patented Jan. 11, 1916;

5 SHEETS-SHEET 4.

J [ID/M6 and 4- nventors Witnesses Attorneys E. A. & H. V. REYNOLDS.

ELECTRIC SIGNAL SYSTEM.

APPLICATION man MAY 3. 1915.

Patented Jan. 11,. 1916.

5 SHEETS'SHEET 5.

Attdfneys M Inventors Witnesses I {ran STATES" PATE onrro EDWARDA. REYNOLDS AND HENRY V. REYNOLDS, OF ANDERSON, INDIANA.

ELECTRIC SIGNAL SYSTEM.

Application filed May 3, 1915.

To all whom it may concern:

Be it known that we, EDWARD A. REY- NOLDS and HENRY V. REYNOLDS, citizens of theUnited States, residing at Anderson, in the county of Madison, State of Indiana, have invented a new and useful Electric Signal System, of which the following is a specification.

The present invention appertains to elec' tric signal systems, and aims to provide a system of that nature embodying cooperating track and train or cab circuits so arranged, that safety, caution and danger sig nals are operated under various conditions, in order that, the trainmen may know when they can proceed in safety, with caution or with danger ahead- One of theobiects of the invention is the provision of an electric signal system of such operation, that when two trains enter a block moving'toward one another, each train will be given a danger signal.

Another object of the invention is the provision of a system of the character indicated, by means of which one train in following the other will be given a caution signal when it enters a block occupied by the preceding train moving in the same direction, in order that the trainmen of the second train will be warned of the fact that another train is advancing in the block ahead of them.

- A still further object of the invention is to provide an electric signal system wherebv when one train is at a standstill in a block, another train in entering the block tive when a material injury to the system' occurs, or when the train enters a block occupied bv another train which is at a standstill or'moving in the opposite direction.

With the foregoing and other objects in view which will appear as the description proceeds, the invention resides in the combination and arrangement of parts and in the details of construction hereinafter described and claimed, it :beingunderstood that changes in the precise embodiment of the invention hereindisclosjed, can be made Specification of Letters Patent.

Patented Jan. 11,, 1916.

Serial No. 25,559.

within the scope of what is claimed, without departing from the spirit of the invention.

The invention is illustrated in the accompanylng drawings, wherein Figure 1 is a diagrammatical view of the circuits of one train or cab with the relays depending'upon the train battery for their energy, the train in this View being on an unprotected portion of the track. Fig. 2 is a diagrammatical view of the system, illustrating one train upon a protected portion of track, so that one train relay depends upon the track battery for its energy. Fig. 3 is a diagrammatical view of the system, illustrating one train entering a block which is occupied by another train moving in the same direction. Fig. 4 is a View similar to Fig. 3, illustrating the first train at a standstill, a-nd the following or second train moved into the block. Fig. 5 is a diagramlizing thesignal system. Fig. 10 is a detail view showing the stop switch connected to the throttle lever.

In carrying out the invention, the cab of each train and the protected portion of the track are provided with cooperating partial circuits. 7,

Each tram mechanism embodies four brush devices l, 2, 3 and 4:, the brush devices 1 and 2 being located at one side of the track ortraffic rails R, and the brush de ices 3 and' 4. being located at theother side of the-track. Thebrush devices2 and time the main ones, whereas the brush devices 1 and 4 are the secondary ones. Each tra n mechanism'also includes a reversing switch 5, a stop switch 6, battery7, a secondary or caution relay'8, amainrelay 9, and a signal lamp circuit 10. The various devices ofthe t ain mechan sm will be taken up and described in detail, in the order in which they are introduced.

Each of the brush devices 1, 2, 3 and A Fig. 6 is a side elevation of one of embodies a longitudinal bar or support 11 attached in any suitable manner to the respective side of one truck T of the train, and a depending bowed leaf spring 12 having one end pivoted, as at 13, to the support 11, and having its other end slidably engaging a member 14 carried by the said support, whereby the spring 12 may yield vertically. A contact shoe 15 is secured to the lower portion of the spring 12 by means of suitable clamps 16, and an arch or yoke 17 is secured upon the spring 12 above the shoe 15 by the said clamps. A depending member 18 carried by the support 11 has its lower or free end turned under the arch 17 to be engaged by the said arch when the spring 12 is free to flex downwardly under its tension. Each of the brush devices 2 and 3 embodies a pair of contacts A and B secured to but insulated from the spring 12 and against which the shoe 15 bears to electrically connect said contacts. The terminal of the member 18 also provides a contact G upon which the arch 17 is seated or engaged when the shoe 15 is disengaged from the sub-rails as will hereinafter more fully appear. When the spring 12 is'free to move downwardly, the arch 17 seats upon the contact C and brings the same into electrical connection with the contacts A and B, whereas if the shoe 15 is raised, the arch 17 is raised away from the contact C to break the connection between the contact C and the contacts A and B. The secondary brush devices 1 and 4 each eliminate the contact B,-in other words, they embody only the contacts A and C so that when the springs 12 of the secondary brush devices are lowered, the contacts A and U will be electrically connected, whereas if the springs 12 of the secondary brush devices are raised, the contacts A and G will be disconnected. It is also to be understood that in the main brush devices, should the shoes 15 become accidentally detached, the contacts A and B would be disconnected from each other, which would produce an injury to the system, and which would result in the extinguishing of the safety signal lamp, as hereinafter referred to.

The reversing switch 5 embodies a suitable insulatingbase 19, and a multi-blade knife switch member 20 hinged to the base, and provided with the blades 21, 22, 23, 24 and 25. The base 19 is equipped at one side of the hinge of switch member 20 with a series of contacts 26, 27, 28, 29 and 30 with which the respective blades 21, 22, 23, 24 and 25 are engageable when the switch member 20 is swung in one direction, and the base 19 is provided at theother side of the hinge of the switch member 20 with a series of contacts 31, 32, 33, 34 and 35 with which the respective blades 21, 22, 23, 24 and 25 are engageable when theswitch member 20 is swung in the opposite direction or reversed.

contact 52.

The switch member 20 is operatively connected to the reversing mechanism of the locomotive or engine, whereby when the train is reversed, the switch member 20 will be reversed, although the switch member 20 may be reversed manually. Nhen a train is moving ahead or in one direction, the

blades 21, 22, 23, 24 and 25 of the switch member 20 are engaged to the respective contacts 26, 27, 28, 29 and 30, whereas if the train is reversed or moved in the other direction, the switch member 20 will be swung to the opposite side so that the blades of the switch member are engaged to the opposite contacts.

The stop switch 6 embodies a suitable insulating base 36, and a multi-blade knife switch member 37 hinged to the base 36, and provided with the blades 38, 39, and 40. The base 35 is provided at one side of the hinge of the switch member 37 with a series of contacts 41, 42 and 43 with which the blades 38, 39 and 40, respectively,'are engageable, and the base 36 is provided at the opposite side of the hinge of the switch member 37 with a pair of contacts 44 and 45 with which the blades 38 and 39 are engageable when the switch member 37 is reversed. The switch 6 is designated the stop switch in view of the fact that it is reversed when the train is stopped, the switch member 37 being preferably operatively con: nected to the throttle or controlling device 7 of the locomotive or engine (see Fig. 10) whereby when the train is moving, the switch member 37 will be swung so that its blades engage the respective contacts 41, 42 and 43, whereas if the train is stopped, the switch member 37 will be swung to the opposite side so that the blades 38 and 39 of the switch member 37engage the respective contacts 44 and 45.

The secondary or caution relay 8 embodies the electro-magnet 46, which is arranged to attract an armature switch 47 which 005perates with a contact 48, the armature switch 47, when released, due to the dee'nergization'of the electro-magnet 46, dropping by gravity onto the contact 48.

The main relay 9 embodies an electromagnet 49 with which an armature switch 50 is coiiperable to be normally supported by the electro-magnet 49 which is normally energized. A pair of contacts 51 and 51 cooperate with the armature switch 50, the free end of said switch being movable between the contacts 51 and 52. When the switch 50 is attracted by the electro-magnet 49, the switch is in engagement with the contact 51, whereas if the switch 50 is released due to the deenergization of the electromagnet 49, the switch 50 will drop onto the trical energy G, which is connectedv by a; conductor 53 to the armature switches 47 and, 50 of the relays, and which is connected by asecond conductor 54 to one terminal of each. of the signal lamps 55, 56 and 57. The lamp 55 is provided with a green bulb, and is a safety signal lamp, and the lamp 56 is equipped with a red bulb to serve as a danger signal lamp, while the lamp 57 is equipped with an orange bulb to serve as a caution signal lamp, The conductor 54 isconnected in multiple to the lamps 55, 56. and 57. The other terminal of the lamp 55 is connected by means of a conductor 58 to the contact 51 of the relay 9, and the other terminal of the lamp 56 is connected by means of a conductor 59 to the contact 52-of the said relay 9, while the other terminal of the lamp 57 is connected by means of a conductor 60 to the contact 48 of the relay 8.

The electrical connections between the several devices of the train mechanism will now be taken up.

A conductor 62 is connected at one end to the contact C of the brush device 1, and at its other end to a pair of conductors 63 and 64. The conductor 63 is connected to the contact 45 of the switch 6, and the conductor 64 is connected to the contact C of the brush device 4. Thus, the contacts C of the secondarv brush devices 1 and 4 are connected to the contact 45 of the switch 6. The contact A of the brush device 1 is connectedby means of a conductor 61 with the contact 27 of the switch 5, and the contact A of the other secondary brush device 4 is connected by means of a conductor 65 with the contact 32 of the switch 5. The contact A of the brush device 2 is connected by a conductor 66 to the contact 28 ofthe switch 5, the contact B of the brush device 2 is connected by means of a conductor 67 with the contact 30 of the switch 5, and the other contact C of the brush device 2 is connected by means of a conductor 68 to the contact 31 of the switch The contact A of the brush device 3 is connected by means of a conductor 69 with the contact 33 of the switch 5, the contact B of the brush device is connected by means of a conductor 70 with the contact 35 of the said switch 5, and the other contact C of the brush device 3 is connected by means of a conductor 71 with the contact 26 of the said switch 5. The blade 21 of the switch member 20 is connected by means of a conductor 72 to the contact 43 of the switch 6, and the blade 22 of the switch member 20 is connected by means of a conductor 73 to one terminal of the electro-magnet 46. The other terminal of the electro-magnet 46 is connected by means of a conductor 74 to a conductor 75, and the conductor 75 is conected by means of a conductor 76 to one pole of the train battery 7. The blade 23 of the switch member 20 is connectedby means of a conductor 77 tothe conductor 75, and. the conductors -75 and 77 are connected by means of a conductor 77 to the contact 44 of the switch 6. The blade 24 of the switch member 20 is connected by means of a con ductor 78 to the blade 38 of the switch member 37, and the blade 25 of the switch member 20 is connected by means of a conductor 79 to thetruck T of the train so as to be groundedthrough the medium of the truck to the traffic rails R. A conductor 80 connects the contact 41 ofthe switch 6 with one terminalof the electro-magnet 49, and the. other terminal of the electro-magnet 49 is connected by means ofa conductor 81 to the conductors 74 and 75.

The contacts 29 and 35 of the switch 5 are connected, whereby both of said contacts are connected to the conductor 70, and the contacts'30 and 34 of said switch 5 are connected, whereby both contacts 30 and 34 are connected to the conductor 67. In the switch 6, the contact 41 and blade 39 are connected, whereby saidcontact 41 and blade 39 are both connected to the conductor 80,. and the blade 40 and contact 45 of said switch 6 are connected whereby the contact 45 and blade 40 are both connected to the conductor 63. A conductor 82 connects the conductor 63 and the other pole of the train battery, the conductor 82 being connected by means of a portion of the conductor 63 with the contact 45 and blade 40 of the switch 6.

Coming to the/track mechanism, each protected portion or block of the track embodies a longitudinal sub-rail 100 at one side of the track, and a longitudinal sub-rail 101 at the other side of the track. The traffic rails R are electrically continuous throughout, and the sub-rails 100 and 101 of each block are also each electrically continuous from one end to the other. The blocks or protected portions of the track may be arranged one close to the other, or may be spaced apart at various distances, since each block is independent of the other. Thus, those portions of the-track which are desired to be protected, are provided with the sub-rails, while those portions of the track which are not desired to be protected, are not equipped with the sub-rails. The sub-rails of the various blocks are insulated one from the other. Each block also includes a short sub-rail 102 arranged at that side of the track at which the sub-rail 100 is located and disposed at one end of the block at a suitable distance from the sub-rail 100. Each block further includes-a short sub-rail 103 at the opposite end of the block, with respect to the sub-rail 102 and arranged at that side of the track at which the sub-rail 101 is located. The sub-rail 103'is disposed at a suitable distance from the end of the sub-rail 101, and-the sub-rails-102 and 103 are connected by means of the respective vices l, 2, 3 and 4 of each train are co-' operable with the sub-rails, the main brush devices 2 and 3 being adapted to ride upon the main sub-rails 100 and 101, and the secondary brush devices 1 and 4 being adapted to ride over the secondary sub-rails 102 and 103. The brush devices and sub-rails cooperate in such a manner that when the brush devices encounter the sub-rails, the shoes 15 of the brush devices ride upwardly onto the sub-rails, to thereby raise the springs 12, and disengage the contacts C of the brush devices from the arches 17. This action of the brush devices is utilized for energizing the train relays from the track batteries, instead of the train battery, when the train passes onto a protected portion of the track.

A track battery 106 is provided for each block, and has one pole connected by means of a conductor 107 to one rail R of the track, and has its other pole connected by means of a conductor 108 to the sub-rail 100. A second battery 109 is provided for each block, and has one pole connected by means of a conductor 110 to one rail R- of the track, and has its other pole connected by means of a conductor 111 to the respective sub-rail 101. It may be stated, at this point, that the various batteries are so arranged that the various currents will flow properly through the closed circuits which are established under various conditions. The batteries 106 and 109 of the track are preferably disposed in receptacles 112 for housing and protecting them. The sub-rails 100, 101, 102 and 103 are carried by suitable brackets 113, as seen in Fig. 8, from which the sub-rails are insulated. The sub-rails are preferably formed from bars secured in wooden supporting strips, although this is not mandatory.

Reference is now had to Fig. 1, wherein a train is illustrated as being located on an unprotected portion of the track, whereby the car battery 7 furnishes the current for the relays 8 and 9. The brush devices 1, 2, 3 and 4 being out of engagement with the sub-rails, will bring the contacts C of the secondary brush devices 1 and 4 into electrical connection with the contacts A of the said brush devices, and in the main brush devices 2 and 3, the contacts C will be electrically connected to the contacts A and B. The train moves in the direction of the arrow, and the switch members 20 and 37 are swung to the full line positions. The electro-magnets 46 and 49 will be energized, since they are connected to the battery 7. Thus, current flows from the batterv 7 through the conductor 82, contact 45, blade back to the battery 7. Current from the battery 7 also flows from the conductor 82 through the conductor 63, contact C of brush device 1, contact A of said brush device, conductor61, contact 27, switch blade 22, conductor 73, electromagnet 46, conductor 74, conductor 75 and conductor 76 back to the battery. It will therefore be evident that both of the relays are normally energized by the train battery when the train is traveling along an unprotected portion of the track. The armature switches 47 and 50 of the two relays will therefore be attracted by the respective electromagnets, and the switch 47 will be lifted off of the contact 48 to open the circuit through the caution signal lamp 57. The switch 50 being raised will be normally engaged to the contact 51 and out of engagement with the contact 52. The circuit through the danger signal lamp 56 is thus opened, whereas the circuit through the safety signal lamp 55 is normally closed, since the current is free to flow from the generator Gr through the conductor 53, switch 50, contact 51, conductor 58, lamp 55, and conductor 54 back to the generator. l/Vith the switch members 20 and 37 arranged in the positions illustrated in full lines in Fig. 1, the relay 8 is connected to the secondary brush device 1 at the left hand side of the train, while the relay 9 is connected to the main brush device 3 at the right hand side of the train. Should the train be reversed, so as to move in the oppo site direction, the switch member 20 is thrown to the dot-and-dash line position, seen in Fi g. 1, and which will disconnect the relays 8 and 9 from the brush devices 1 and 3, and connect them to the opposite brush devices 4 and 2, respectively. Thus, supposing the switch member 20 to be swung to the dot-and-dash line position illustrated in Fig. 1, current would flow from the battery 7 through the conductor 82, contact 45, switch blade 40, conductor 72, switch blade 21, contact 31, conductor 68, contact C of brush device 2, contact B of said brush device, conductor 67, contact 30, contact 34, switch blade 24, conductor 78, switch blade 38, contact 41, conductor 80. electromagnet 49, conductor 81, conductor 75, and cond ctor 76 back to the battery 7. Current will also flow from the conductor 82 through the conductor 63, conductor 64, contact C of brush device 4, contact A of said brush device, conductor 65, contact 32, switch blade 92 conductor 73, electromagnet 46, conductor 74, conductor 75 and conductor 76 back to the battery 7. It is thus evident that at track, as illustrated, in Fig.2, with the main brush devices 2 and 8 riding upon the subrails 100 and 101, respectively, the relay 8 is still energized by the train battery 7, while the relay 9 is energized by the respective track battery 109, it being kept in mind that the brush devices'2 and 3 in being engaged to the sub-rails 100 and 101 will disconnect the contacts C of the main brush devices 2 and 3 from the contacts A and B thereof. Current will flow from the track battery 109 through the conductor 110, the respective traffic rail R, truck T, conductor 79, switch blade 25, contact 30, conductor 67 contact B of brush device 2 contact A of said brush device, conductor 66, contact 28, switch blade 23, conductor 77 conductor 7 5, conductor 81, electro-magnet 49, conductor 80, contact 41, switch blade 38, conductor 78, switch blade 24, contact 29, contact 85 conductor contact'B'of brush device 3, sub-rail 101, and conductor 111, back to the battery 109. The relay 8 is still con nected to the secondary brush device 1 in the manner described in connection with Fig. 1, and which does not need'a reiteration. \Vith the train located, as illustrated in Fig. 2, should the switch member 20 be reversed by reason ofthefact that the train isreversed to move in the opposite direction, the electro-magnet 49 of'the relay .9 will be connected in the reverse manner to the brush devices 2 and 3, as should be apparent from the above description, and the relay 8 will be connected to the brush device 4 instead of the brushdevice 1. With the parts arranged as illustrated in Fig. 2, a short circuit is established between the sub-rail 100 and the track rails R, since the contact B of the brush device 2 which is electrically connected to the sub-rail 100, is connected by means of the conductor 67, contact 30,

switch blade 25, conductor 79, and truck T I to the trafiic rails R. Before 'proceeding'to the conditions illustrated in Figs. 3, 4 and 5, it is pointed out that when the train. is moving in one direction upona protected portion of the track, therelay 9 depends upon the right hand main sub-rail for'its energy, while the left hand main sub-rail is short circuited' to the traflic rails, and this short circuit is utilized under various conditions for cutting out the track batteries from the train mechanisms, in order that'the train relays will be 'denergized under cautign danger conditions. When the train isreversed sov as to move in the opposite direction, the brush device 2 will be the right hand one, and will receive current from the right hand sub-rail 100 for energizing the relay 9, while the other brush device 3 is grounded to the tratlic rails. When the stop switch 6 is reversed, due to the stopping of the train, both sub-rails 100 and 101 are grounded to the traflic rails, as will be described hereinafter in connection with. Fig. 4. The secondary relay 8 is also made to depend upon a track battery for energy, when the train enters a block. This may be made clear by reference to the left hand part of-Fig. 3, wherein the train X is illustrated as entering a block, with the left hand brush device 1 upon the secondary sub-rail 102.

The contacts A and C of the brush device 1 are thus disconnected, which would ordinarily openthe circuit through the relay 8,

but since the sub-rail 102 is connected to the respective sub-rail 100, the respective track battery 106 furnishes current for the relay 8. In this description, the right hand part of Fig. 3 must be disregarded. Thus, current will flow from the battery 106 through the conductor 107, respective track rail R, truck T, conductor 79, switch blade 25, contact 80, conductor 67, contact B of brush device 2, contact A of said brush device, 0011- ductor 66, contact 28, switch blade 23, conductor 77, conductor 75, conductor 74, electro-magnet 46, conductor 73, switch blade 22, contact 27, conductor 61, contact A of brush device 1, sub-rail 102, conductor 104, sub-rail 100, and conductor 108 back to battery 106.

The foregoing conditions of the train 'mechanismare present when the block is clear, and the conditions under which the caution and danger signal lamps are brought into operation are depicted in Figs. 3, 4 and 5.

As illustrated in Fig. 3, one train X is entering a block which is occupied by-a train Y moving in the same direction, the brush devices 2 and 3 of the train Y engaging the sub-rails 100 and 101 of the respective block, while the main brush devices of the second train X have not yet engaged the while the brush device 2 of the train Y is grounded to the traffic rails R. The short circuit thus providedbetween the sub-rail 100 and traffic rails B will receive the current from the respective batteries 106, and

this will prevent electrical energy from passing to the sub-rail 102. Consequently, the secondary or caution relay 8 of the second train X which now depends upon the subrail 100 for current, will not receive any current, due to the short circuit established by the train Y, and as a result, the relay 8 will be dei nergized, and the armature switch 47 will clrcp and engage the contact 48. The orange or caution signal lamp 57 is thus lighted, since the current from the generator G can flow from the conductor 53 through the switch 47, contact 48, conductor 60, lamp 57 and back through the conductor 54 to the generator. As a result, the lamp 57 is lighted, and this will warn the trainmen or engineer, that a train ahead of them is occupying the block which they are just entering, and is moving in the same direction, so that the trainmen are forewarned to mo e ahead cautiously, but are allowed to enter the block in view of the fact that the preceding train is moving in the same direc tion. The other conditions of the train mechanisms will be readily understood from the foregoing, it being noted that the green or safety signal lamps are not disturbed, since the main relays are maintained in energized condition.

Vhen both trains are in the same block moving in the same direction, both train mechanisms will receive current from one main sub-rail, as described in connection with Fig. 2.

Fig. 4 illustrates the second train X moved into the block, while the first train Y has stopped. This produces a dangerous condition, since the train following the train Y is allowed to collide with the first train Y. However, due to the fact that the train Y has stopped, the switch 6 is. reversed. which grounds. each of the sub-rails 100 and 101 to the traflic rails R, and thus provides short circuits which prevent the second train X from receiving any current from the sub-rails. The relays 8 and 9 of the first train Y are not disturbed, by the reversing of the switch 6, and the sub-rail 101 upon which the train X depends for its current, is short circuited by the train Y to the trafiic rails R. Thus, the track battery 109 which supplies current for the sub-rail 101, furnishes current which flows through the conductor 110, respective traflic rail R, truck T of the train Y, conductor 7 9, switch blade 25, contact 30, conductor 67, contact B of brush device 2, contact A of said brush device, conductor 66, contact 28, switch blade 23, conductor 77, conductor 77 contact 44, switch blade 38, conductor 78, switch train Y, and this will cut off the current from the train X. The relay 9 of the second train X therefore does not receive any current, and becomes de'e'nergized, so as to let the switch 50 drop into engagement with the contact 52. The danger or red signal lamp 56 is thus lighted, to warn the trainmen of the impending danger. When the switch 50 drops, it will be noted that the current may flow from the generator G through the conductor 53, switch 50, contact 52, conductor 59, lamp 56, and conductor 54 back to the generator. The second train X is thus notified that a dangerous condition exists, and it is the duty of the trainmen to stop train X until the dangerous conditions are removed. The first train Y, however. is under safe conditions and can proceed without interference. As soon as the first train Y moves forward or has'left the block under discussionythe second train will be again put under safe conditions, and can proceed in the block. WVhen the switch 50 of the train X drops, the circuit through the safety or green signal lamp 55 is naturally opened, whereby the safety lamp will be extinguished in the event of a danger signal, so that the safety and danger signals operate alternately.

In Fig. 5, the two trains X and Z are illustrated as movmg toward one another 1n one block, the train X depending upon the sub-rail 101 for electrical current for blade 24, contact 29, contact 35, conductor 7 0, contact 13 of brush device 3, sub-rail 101, and conductor 111 to battery 109. The cur-1 rent from the said battery 109 will thu traverse the short circuit established by th energizing its relay 9, while the train Z depends upon the sub-rail 100 for electrical current for its relay 9, due to the fact that the trains are moving in opposite directions. Each train, however, forms a short circuit between the traffic rails and the sub-rail upon which the other train depends for electrical energy. and as a result of the short circuits provided by the trains, the relays 9 are deenergized, which extinguishes thesafety lamps 55 of both trains and lights the danger lamps 56. The short circuits of the trains X and Z are indicated by dotted and dot-and-dash lines, respectively, and can be readily followed without detail clescription. I

Since the relays of each train mechanism are normally energized, it is evident that a mishap to the system, such as the breaking of one or more brush devices, switch, or the like, or the failing of electrical current for any reason whatever. one or both of the relays will be deenergized for providing either a caution or a danger signal. This enables defects in the system to be detected, in order that the iniuries may be repaired before the train is allowed to proceed.

From the foregoing, taken in connection with the drawings, it is believed that the {advantages and attributes of the present ignal svstem will be obvious to those skilled in the art, it belng noted thatv the desired obtie'ie m jects are carried out in a satisfactory and practical manner.

In Fig. 9, the wiring for a crossover or crossing is delineated. 'The traflic rails R of the track utilizing the signal system, cross the traliic rails R of a second track which does not utilize thesignal system. One rail R has insulated sections R at opposite sides of the rails R. The sub-rails. 100 and 101 at the opposite sides of the rails R are insulated from the rails R. A

" conductors 107 and 108 to one sub-rail 100 and respective rail R, and a track battery 109 is connected by means of the conductors 110 and 111 to the respective ma R and sub-rail 101. A relay 150 is connected to therails R, and embodies anelectromagnet 151, which is normally energized to attract an armature switch 152. This switch 152 carries a pair of insulated contacts 154 and 154 which normally engage two pairs of contacts or terminal elements 158 and 153*,

respectively, when the armature switch 152 is attracted by the electromagnet 151. The contacts 153 are connected by conductors 100 to the sub-rails 100 at the opposite sides of the rails R, and the contacts 153 are connected by means of conductors 101* to the sub-rails 101 at the opposite sides of the said rails R. The electromagnet 151 is connected in series with a trackbattery 155,

and one pole o fthe battery 155 is connected to the respective rail section R, and the and one pole of the battery 155 is connected by a conductor 156 to the rail R The rail R is electrically continuous, and is wired around the rails R, as at 157. The rail sec-' tions R are connected around the rails R by means of a wire or conductor 158. Ordinarily, the electromagnet 151 is energized by the battery 155 to swing the switch 152 so that the contacts 154 and 154 engage the contacts 153 and 153*, respectively, The opposite sub-rails 100 and 101 are thus electrically connecte'cL'in order that trains traveling upon the rails R may receive current from the sub-rails. proach the crossing upon the rails R and run onto one or the other of the rail sections R, a short circuit is established so as to deenergize the electromagnet 151. The current from the battery 155 would then flow through the conductor 156, rail R train N, rail section R and then back'to the battery. Since the resistance through the short circuit is less than the resistance offered by the electromagnet 151, the current would flow through the short circuit, and the electromagnet would be deenergized. I The switch 152 would then drop, and thecon tacts 154 and 154 would be removed from the contacts 153 and 153*, respectively, and

the connections between the opposite subrails 100 and 101 would therefore'be broken.

Should a train N ap.

Current could not therefore flow from the upon, the rails R would therefore be given eidanger signal, due to the fact that the train'would not receive any current from the respective sub-rail, which is necessary for holding the danger signal out of operation. It is believed that this will be clearly evident without further description being necessary.

The train relays may not only be employed for operating the signals, but may also be employed for operating train stopping means, but since this is well known and recognized in the art, it needs no detailed illustration or description. It will be readily apparent to those skilled in the art that the relays may be employed for shutting off the steam to the cylinders and for applying the brakes in any well known manner.

Having thus described the invention, what is claimed as new is 1. In a signal system, the combination with an electrically continuous track,'a pair of insulated sub-rails, and sources of electrical energy between the track and subrails; of a train mechanism including a pair of brush devices coiiperable with the sub-rails,-means for electrically connecting one brush device to the track to provide a short circuit, and means for electrically connecting the other brush device and track and including an electrically operated signal device.

2. In a signal system, the combination with an electrically continuous track, a pair of insulated sub-rails, and sources of electrical energy between the track and subrails; of atrain mechanism including a pair of brush devices coiiperable with the subof brush devices cotiperable with the sub 1 rails, means for electrically connecting one brush device to the track to provide a short circuit, means for electrically connecting the other brush and track and including an electricallv operated signal device, and means operable when the'train is stopped for electrically connecting the track and last mentioned brush device to provide a short circuit therebetween.

4. In a S gnal system, the combination with an electrically continuous track, a pair of insulated sub-rails, and sources of electrical energy between the track and subrails; of a train mechanism including a pair of brush devices cooperable with the subrails, an electrically operated signal device, and meains for electrically connecting the signal device to the brush devices and track and including reversing means whereby either brush device may be connected to the track to form a short circuit while the other brush device is electrically connected to the signal device, the first mentioned means also including means whereby when the train is stopped, both brush devices are connected to the track to provide short circuits between the sub-rails and track.

5. In a signal system, the combination with an electrically continuous track, a pair of insulated sub-rails, and sources of electrical energy between the track and subrails; of a train mechanism including a pair of brush devices to engage the sub-rails, means for electrically connecting one brush device and the track, means for electrically connecting the other brush device and the track and including an electrically operated signal device, a source of electrical energy electrically connected to said signal device and brush devices, the brush devices and said means being operable to electrically connect the signal device to the last mentioned source of electrical energy when the brush devices are disengaged from the sub-rails, and to disconnect the signal device from the last mentioned source of electrical energy and to electricall connect the signal device to the track and one sub-rail when the brush devices are engaged to the sub-rails.

6. In a signal system, the combination with an electrically continuous track, a pair of insulated sub-rails, and sources of electrical energy between the track and subrails; of a train mechanism including a pair of brush devices to engage the sub-rails, an electrically operated signal device, a source of electrical energy, and means for electrically connecting the signal device, last mentioned source of electrical energy, and brush devices and including reversing means whereby either brush device can be electrically connected to the track to provide a short circuit while the other brush device is electrically connected to the signal device and track, the brush devices being so operable as to connect the signal device to the last mentioned source of electrical energy when the brush devices are disengaged from the sub-rails, and to disconnect the signal device from the last mentioned source of electrical energy and to electrically connect the signal device to the track and one subrail when the brush devices are engaged to the sub-rails.

7. In a signal system, the combination with an electrically continuous track, a pair of insulated sub-rails, and sources of elec trical energy between the track and subrails; of a train mechanism including a pair of brush devices to engage the sub-rails, means for electrically connecting one brush device and the track, means "for electrically connecting the other brush device and. the track and including an electrically operated signal device, a source of electrical energyelectrically connected to said signal device and brush devices, the brush devices and said means being operable to electrically connect the signal device to the last mentioned source of electrical energy when the brush devices are disengaged from the sub-rails, and to disconnect the signal device from the last mentioned source of electrical energy and to electrically connect the signal device to the track and one sub-rail when the brush devices are engaged to the sub-rails, and means whereby when the train is stopped both brush devices are electrically connected to the track to provide short circuits between the sub-rails and track.

8. In a signal system, the combination with an electrically continuous track, a pair of insulated subrails, and sources of electrical energy between the track and subrails; of a train mechanism including a pair of brush devices to engage the sub-rails, an electrically operated signal device, a source of electrical energy, and means for electrically connecting the signal device, last mentioned source of electrical energy, and brush devices and including reversing means whereby either brush device can be electrically connected to the track to provide a short circuit while the other brush device is electrically connected to the signal device and track, the brush devices being so operable as to electrically connect the signal device to the last mentioned source of electrical energy when the brush devices are disengaged from the sub-rails, and to disconnect the signal device fromthe last mentioned source of electrical energy and to electrically connect the signal device to the track and one sub-rail when the brush devices are engaged to the sub-rails, said first mentioned means also including means whereby when the train is stopped, both brush devices are electrically connected to the track to provide short circuits between the sub-rails and track.

9. In a signal system, the combination with an electrically continuous track, a pair of insulated main sub-rails, a secondary subrail electrically connected to one main subrail, and a source of electrical energy be tween each main sub-rail and the track; of a train mechanism including a pair of main brush devices cooperable with the main subrails, a secondary brush device coiipcrable with the secondary sub-rail, a caution signal device, a danger signal device, means for electrically connecting the caution signal device to the secondary brush device and track, means for electrically connecting one main brush device and the track to provide a short circuit, and means for electrically connecting the other main brush device and the'danger signal device and track.

10. In a signal system, the combination with an electrically continuous track, a pair of insulated main sub-rails, a secondary subrail electrically connected to one main subrail, and a source of electrical energy between each main sub-rail and the track; of a train mechanism including a pair of main brush devices engageable with the main subrails, a secondary brush device engageable' with the secondary sub-rail, a caution signal device, a danger signal device, a source of electrical energy, means for electrically connecting the caution signal device to the secondary brush device and track and to the last mentioned source of electrical energy, means for electrically connecting one main brush device and the track to provide a short circuit, and means for .electrically connecting the other main brush device, the danger signal device, track and last mentioned source of electrical energy, the brush devices being operable'to electrically connect the signal devices to the last mentioned source of electrical energy when the brush devices are disengaged from the subrails, and to disconnect the signal devices from the last mentioned source of electrical energyand to electrically connect the signal devices to the track and respective subrails when the brush devices are engaged to the sub-rails.

11. In a signal system, the combination with an electrically continuous track, a pair of insulated main sub-rails, apair of secondary sub-rails arranged at the opposite ends of the main sub-rails and each electrically connected to one main sub-rail, and a source of electrical energy between each main subrail and the track; of a train mechanism including a pair of main brush devices cooperable with the main sub-rails, a pair of secondary brush devices cooperable with the secondary sub-rails, a caution signal device, a danger signal device, means for electrically connecting the caution signal device to the track and secondary brush device, and means for electrically connecting either main brush device to the track for providing a short circuit, and for electrically connecting the other main brush device to the danger signal device and track.

12. In a signal device, the combination with an electrically continuous track, a pair of insulated main sub-rails, a pair of secondary sub-rails arranged at the opposite ends of the main sub-rails and each electrically connected to one mainsub-rai-l, and it source of electrical energy between each main sub-rail and the track; of a train mechanism including a pair of main brush devices cooperable with the'main sub-rails, a pair'ot secondary brush devices cooperable with the secondary sub-rails, a caution signal device, a danger signal device, means for electrically connecting the caution signal device to the track and either secondary brush device, means for electrically connecting either main brush device to the track for providing a short circuit and for electrically con necting the other main brush device to the danger signal device and track, and means whereby when the train is stopped, both of the main brush devices are electrically con-i nected to the track to provide short circuits between the main sub-rails and the track.

13. In a signal system, the combination with an electrically continuous track, a pair of insulated main sub-rails, a secondary subrail electrically connected to one main subrail, and a source of electrical energy between each main sub-rail and the track; of a train mechanism including a pair of main brush devices cooperable with the main subrails, a secondary brush device cooperable with the secondary sub-rail, a caution signal device, a danger signal device, means for electrically connecting the caution signal device to the secondary brush device and track, means for electrically connecting one main brush device and the track to provide a short circuit, means for electrically connecting the other main brush device and the danger device and track, and means whereby when the train is stopped, both of the main brush devices are electrically connect- 7 ed to the track to provide short circuits between the main sub-rails and the track.

14. In a signal system, the combination with an electrically continuous track, a pair of insulated main sub-rails, a secondary sub-rail electrically connected to one main sub-rail, and a source of electrical energy between each main sub-rail and the track; of a train mechanism including a pair of main brush devices engageable with the main sub-rails, a secondary brush device engageable with the secondary sub-rail, a caution signal device, a danger signal device, a source of electrical energy, means for electricallv connecting the caution signal device to the secondary brush device and track and to the last mentioned source of electrical energy, means for electrically connecting one main brush device and the track to provide a short circuit, means for electrically connecting the other main brush device, the danger signal device, track and last mentioned source of electrical energy, the brush devices being operable to connect the signal devices to the last mentioned source of electrical energy when the brush dev ces are g ged, from the Sub-ralls,

and to'disconnect' the signal devices from the last mentioned source of electrical en ergy and to connect the signal devices to the track and respective sub-rails when the brush devices are engaged to the sub-rails, and means whereby when the train is stopped, bcth of the main brush devices-are electrically connected to the track to pro vide short circuits between the-main subrails and the track.

15. In a signal system, the combination with an electrically continuous track, a pair' of insulated main sub-rails, a pair of secondary sub-rails arranged at the opposite ends of the main sub-rails, each secondary sub-rail being electrically connected to one main sub-rail, and a sourceof electrical en-' ergy between each main sub-rail and the track; of a train mechanism including a pair of main brush devices engageable with the main sub-rails, a pair of secondary m i gageable with the secondary sub-rails, a caution signal device, a danger signal device; a source of electrlca'l energy,

: means for electrically connecting the can'- tlon' signal device, track, last mentionedsource" of electrical energy andeither secondary brush device, and means for elec-' device, the brush devices beingoper'able' toconnect the signal devices to the last men tioned source of electrical energy when the brush devices are disengaged from the sub rails, and to disconnect the signal devices from the last mentioned source of electrical energy and to connect the signal devices to the track and respective sub-rails when the brush devices are engaged to the sub-mils;

16.- In a signal system, the combination Gaines of this patent may be obtained for with anelectrically continuous 'tr'ack, a pair of insulated main sub-rails, a pair of sec ondary sub-rails arranged at the opposite ends of the main sub-rails, each secondary sub-railloeing electrically connected to one main sub-rail, and a source of electrical energy between each main sub-rail and the track; of atrain mechanism including a" pair of main brush devices engageable with the' main sub-rails, a pair of secondary brush devices engageable' with the secondary subra'ils, a caution signal device, a danger signal device, a source of electrical energy, means for electrically 'connecting'the caution signal device, track, last mentioned source of electrical energy and either secondary brush device, means for electrically connecting' the main brush device's, danger signal device, last mentioned source of electrical energy, and track, and including reversing means whereby either main brush device may be connected to-the'track to provide a short circuit- While the other main brush deviceis electrically connected to the danger signal device'the brush devices being operableto connect the signal devices to the'lastmentioned source of electrical energywhen the brush devices are disengaged from the sub-rails, and to disconnect the signal de* vices from the last mentioned" source of electrical energy and to connect the signal devicesto the track and respective sub-rails When the brush devices are engaged to the sub-rails, andme'ans whereby when the train is stopped, both'main brush devices are connected to the track toprovide short circuits between: the main sub-rails and track.

In" testimony-that \veclaim the foregoing:

fivecents each; by addressing: the commissioner of Patents, Washingtoni n 0'. 

